a. Radio communications are a critical link in the
ATC system. The link can be a strong bond between
pilot and controller or it can be broken with surprising
speed and disastrous results. Discussion herein
provides basic procedures for new pilots and also
highlights safe operating concepts for all pilots.

b. The single, most important thought in pilot-controller communications is understanding. It is essential, therefore, that pilots acknowledge each radio communication with ATC by using the appropriate aircraft call sign. Brevity is important, and contacts should be kept as brief as possible, but controllers must know what you want to do before they can properly carry out their control duties. And you, the pilot, must know exactly what the controller wants you to do. Since concise phraseology may not always be adequate, use whatever words are necessary to get your message across. Pilots are to maintain vigilance in monitoring air traffic control radio communications frequencies for potential traffic conflicts with their aircraft especially when operating on an active runway and/or when conducting a final approach to landing.

c. All pilots will
find the Pilot/Controller Glossary very helpful in learning what certain words
or phrases mean. Good phraseology enhances safety and is the mark of a
professional pilot. Jargon, chatter, and "CB" slang have no place in ATC communications.
The Pilot/Controller Glossary is the same glossary
used in FAA Order JO 7110.65, Air Traffic Control.
We recommend that it be studied and reviewed from
time to time to sharpen your communication skills.

4-2-2. Radio Technique

a. Listenbefore you transmit. Many times you can
get the information you want through ATIS or by
monitoring the frequency. Except for a few situations
where some frequency overlap occurs, if you hear
someone else talking, the keying of your transmitter
will be futile and you will probably jam their
receivers causing them to repeat their call. If you have
just changed frequencies, pause, listen, and make sure
the frequency is clear.

b. Think before keying your transmitter. Know
what you want to say and if it is lengthy; e.g., a flight
plan or IFR position report, jot it down.

c. The microphone should be very close to your
lips and after pressing the mike button, a slight pause
may be necessary to be sure the first word is
transmitted. Speak in a normal, conversational tone.

d. When you release the button, wait a few
seconds before calling again. The controller or FSS
specialist may be jotting down your number, looking
for your flight plan, transmitting on a different
frequency, or selecting the transmitter for your
frequency.

e. Be alert to the sounds or the lack of sounds in
your receiver. Check your volume, recheck your
frequency, and make sure that your microphone is not
stuck in the transmit position. Frequency blockage
can, and has, occurred for extended periods of time
due to unintentional transmitter operation. This type
of interference is commonly referred to as a "stuck
mike," and controllers may refer to it in this manner
when attempting to assign an alternate frequency. If
the assigned frequency is completely blocked by this
type of interference, use the procedures described for
en route IFR radio frequency outage to establish or
reestablish communications with ATC.

f. Be sure that you are within the performance
range of your radio equipment and the ground station
equipment. Remote radio sites do not always transmit
and receive on all of a facility's available frequencies,
particularly with regard to VOR sites where you can
hear but not reach a ground station's receiver.
Remember that higher altitudes increase the range of
VHF "line of sight" communications.

4-2-3. Contact Procedures

a. Initial Contact.

1. The terms initial contact or initial callup
means the first radio call you make to a given facility
or the first call to a different controller or FSS
specialist within a facility. Use the following format:

(a) Name of the facility being called;

(b) Your full aircraft identification as filed in
the flight plan or as discussed in paragraph 4-2-4,
Aircraft Call Signs;

(c) When operating on an airport surface,
state your position.

(d) The type of message to follow or your
request if it is short; and

(e) The word "Over" if required.

EXAMPLE-1. "New York Radio, Mooney Three One One Echo."2. "Columbia Ground, Cessna Three One Six Zero Foxtrot, south
ramp, I-F-R Memphis."3. "Miami Center, Baron Five Six Three Hotel, request
V-F-R traffic advisories."

2. Many FSSs are equipped with Remote
Communications Outlets (RCOs) and can transmit on
the same frequency at more than one location. The
frequencies available at specific locations are
indicated on charts above FSS communications
boxes. To enable the specialist to utilize the correct
transmitter, advise the location and the frequency on
which you expect a reply.

EXAMPLE-
St. Louis FSS can transmit on frequency 122.3 at either
Farmington, Missouri, or Decatur, Illinois, if you are in the
vicinity of Decatur, your callup should be "Saint Louis
radio, Piper Six Niner Six Yankee, receiving Decatur One
Two Two Point Three."

3. If radio reception is reasonably assured,
inclusion of your request, your position or altitude,
and the phrase "(ATIS) Information Charlie
received" in the initial contact helps decrease radio
frequency congestion. Use discretion; do not
overload the controller with information unneeded or
superfluous. If you do not get a response from the
ground station, recheck your radios or use another
transmitter, but keep the next contact short.

1. If you are attempting to establish contact with
a ground station and you are receiving on a different
frequency than that transmitted, indicate the VOR
name or the frequency on which you expect a reply.
Most FSSs and control facilities can transmit on
several VOR stations in the area. Use the appropriate
FSS call sign as indicated on charts.

EXAMPLE-
New York FSS transmits on the Kennedy, the Hampton, and
the Calverton VORTACs. If you are in the Calverton area,
your callup should be "New York radio, Cessna Three One
Six Zero Foxtrot, receiving Calverton V-O-R, over."

2. If the chart indicates FSS frequencies above
the VORTAC or in the FSS communications boxes,
transmit or receive on those frequencies nearest your
location.

3. When unable to establish contact and you
wish to call any ground station, use the phrase "ANY
RADIO (tower) (station), GIVE CESSNA THREE
ONE SIX ZERO FOXTROT A CALL ON
(frequency) OR (V-O-R)." If an emergency exists or
you need assistance, so state.

c. Subsequent Contacts and Responses to
Callup from a Ground Facility.

Use the same format as used for the initial contact
except you should state your message or request with
the callup in one transmission. The ground station
name and the word "Over" may be omitted if the
message requires an obvious reply and there is no
possibility for misunderstandings. You should
acknowledge all callups or clearances unless the controller or FSS
specialist advises otherwise. There are some occasions when controllers must
issue time‐critical instructions to other aircraft, and they may be in a
position to observe your response, either visually or on radar. If the situation
demands your response, take appropriate action or immediately advise the
facility of any problem. Acknowledge with your aircraft identification, either
at the beginning or at the end of your transmission, and one of the words "Wilco,"
"Roger," "Affirmative," "Negative," or
other appropriate remarks; e.g., "PIPER TWO ONE
FOUR LIMA, ROGER." If you have been receiving
services; e.g., VFR traffic advisories and you are
leaving the area or changing frequencies, advise the
ATC facility and terminate contact.

d. Acknowledgement of Frequency Changes.

1. When advised by ATC to change frequencies,
acknowledge the instruction. If you select the new
frequency without an acknowledgement, the controller's workload is increased because there is no way of
knowing whether you received the instruction or have
had radio communications failure.

2. At times, a controller/specialist may be
working a sector with multiple frequency assignments. In order to eliminate unnecessary verbiage
and to free the controller/specialist for higher priority
transmissions, the controller/specialist may request
the pilot "(Identification), change to my frequency
123.4." This phrase should alert the pilot that the
controller/specialist is only changing frequencies, not
controller/specialist, and that initial callup phraseology may be abbreviated.

EXAMPLE-
"United Two Twenty-Two on one two three point four" or
"one two three point four, United Two Twenty-Two."

e. Compliance with Frequency Changes.

When instructed by ATC to change frequencies,
select the new frequency as soon as possible unless
instructed to make the change at a specific time, fix,
or altitude. A delay in making the change could result
in an untimely receipt of important information. If
you are instructed to make the frequency change at a
specific time, fix, or altitude, monitor the frequency
you are on until reaching the specified time, fix, or
altitudes unless instructed otherwise by ATC.

1. Improper use of call signs can result in pilots
executing a clearance intended for another aircraft.
Call signs should never be abbreviated on an initial
contact or at any time when other aircraft call signs
have similar numbers/sounds or identical letters/number; e.g., Cessna 6132F, Cessna 1622F,
Baron 123F, Cherokee 7732F, etc.

EXAMPLE-
Assume that a controller issues an approach clearance to
an aircraft at the bottom of a holding stack and an aircraft
with a similar call sign (at the top of the stack)
acknowledges the clearance with the last two or three
numbers of the aircraft's call sign. If the aircraft at the
bottom of the stack did not hear the clearance and
intervene, flight safety would be affected, and there would
be no reason for either the controller or pilot to suspect that
anything is wrong. This kind of "human factors" error can
strike swiftly and is extremely difficult to rectify.

2. Pilots, therefore, must be certain that aircraft
identification is complete and clearly identified
before taking action on an ATC clearance. ATC
specialists will not abbreviate call signs of air carrier
or other civil aircraft having authorized call signs.
ATC specialists may initiate abbreviated call signs of
other aircraft by using the prefix and the last three
digits/letters of the aircraft identification after
communications are established. The pilot may use
the abbreviated call sign in subsequent contacts with
the ATC specialist. When aware of similar/identical
call signs, ATC specialists will take action to
minimize errors by emphasizing certain numbers/letters, by repeating the entire call sign, by repeating the
prefix, or by asking pilots to use a different call sign
temporarily. Pilots should use the phrase "VERIFY
CLEARANCE FOR (your complete call sign)" if
doubt exists concerning proper identity.

3. Civil aircraft pilots should state the aircraft
type, model or manufacturer's name, followed by the
digits/letters of the registration number. When the
aircraft manufacturer's name or model is stated, the
prefix "N" is dropped; e.g., Aztec Two Four Six Four
Alpha.

EXAMPLE-1. Bonanza Six Five Five Golf.

2. Breezy Six One Three Romeo Experimental (omit
"Experimental" after initial contact).

4. Air Taxi or other commercial operators not
having FAA authorized call signs should prefix their
normal identification with the phonetic word
"Tango."

EXAMPLE-
Tango Aztec Two Four Six Four Alpha.

5. Air carriers and commuter air carriers having
FAA authorized call signs should identify themselves
by stating the complete call sign (using group form
for the numbers) and the word "heavy" if appropriate.

Because of the priority afforded air ambulance
flights in the ATC system, extreme discretion is necessary when using the term
"MEDEVAC." It is only intended for those missions of an urgent medical nature
and to be utilized only for that portion of the flight requiring expeditious
handling. When requested by the pilot, necessary notification to expedite ground
handling of patients, etc., is provided by ATC; however, when possible, this
information should be passed in advance through non-ATC communications systems.

1. Civilian
air ambulance flights responding to medical emergencies (first call to an
accident scene, carrying patients, organ donors, organs, or other urgently
needed lifesaving medical material) will be expedited by ATC when necessary.
When expeditious handling is necessary, include the word "MEDEVAC" in
the flight plan per paragraphs 5-1-8 and
5-1-9. In radio
communications, use the call sign "MEDEVAC,"
followed by the aircraft registration letters/numbers.

EXAMPLE-
MEDEVAC Two Six Four Six.

2. Similar
provisions have been made for the use of "AIR EVAC" and "HOSP" by air ambulance
flights, except that these flights will receive priority handling only when
specifically requested.

3. Air
carrier and air taxi flights responding to medical emergencies will also be
expedited by ATC when necessary. The nature of these medical emergency flights
usually concerns the transportation of urgently needed lifesaving medical
materials or vital organs. IT IS IMPERATIVE THAT THE COMPANY/PILOT DETERMINE, BY
THE NATURE/URGENCY OF THE SPECIFIC MEDICAL CARGO, IF PRIORITY ATC ASSISTANCE IS
REQUIRED. Pilots must include the word "MEDEVAC" in the flight plan per
paragraphs 5-1-8 and
5-1-9, and use the call sign "MEDEVAC,"
followed by the company name and flight number for all transmissions when
expeditious handling is required. It is important for ATC to be aware of
"MEDEVAC" status, and it is the pilot's responsibility to ensure that this
information is provided to ATC.

EXAMPLE-
MEDEVAC Delta Thirty-Seven.

c. Student Pilots Radio Identification.

1. The FAA desires to help student pilots in
acquiring sufficient practical experience in the
environment in which they will be required to
operate. To receive additional assistance while
operating in areas of concentrated air traffic, student
pilots need only identify themselves as a student pilot
during their initial call to an FAA radio facility.

EXAMPLE-
Dayton tower, Fleetwing One Two Three Four, student
pilot.

2. This special identification will alert FAA
ATC personnel and enable them to provide student
pilots with such extra assistance and consideration as
they may need. It is recommended that student pilots
identify themselves as such, on initial contact with
each clearance delivery prior to taxiing, ground
control, tower, approach and departure control
frequency, or FSS contact.

4-2-5. Description of Interchange or
Leased Aircraft

a. Controllers issue traffic information based on
familiarity with airline equipment and color/markings. When an air carrier dispatches a flight
using another company's equipment and the pilot
does not advise the terminal ATC facility, the possible
confusion in aircraft identification can compromise
safety.

b. Pilots flying an
"interchange" or "leased"
aircraft not bearing the colors/markings of the
company operating the aircraft should inform the
terminal ATC facility on first contact the name of the
operating company and trip number, followed by the
company name as displayed on the aircraft, and
aircraft type.

EXAMPLE-
Air Cal Three Eleven, United (interchange/lease),
Boeing Seven Two Seven.

4-2-6. Ground Station Call Signs

Pilots, when calling a ground station, should begin
with the name of the facility being called followed by
the type of the facility being called as indicated in
TBL 4-2-1.

FAA Flight Service Station
(En Route Flight Advisory
Service (Weather))

"Seattle Flight Watch"

Airport Traffic Control
Tower

"Augusta Tower"

Clearance Delivery Position
(IFR)

"Dallas Clearance
Delivery"

Ground Control Position in
Tower

"Miami Ground"

Radar or Nonradar
Approach Control Position

"Oklahoma City
Approach"

Radar Departure Control
Position

"St. Louis Departure"

FAA Air Route Traffic
Control Center

"Washington Center"

4-2-7. Phonetic Alphabet

The International Civil Aviation Organization
(ICAO) phonetic alphabet is used by FAA personnel
when communications conditions are such that the
information cannot be readily received without their
use. ATC facilities may also request pilots to use
phonetic letter equivalents when aircraft with similar
sounding identifications are receiving communications on the same frequency. Pilots should use the
phonetic alphabet when identifying their aircraft
during initial contact with air traffic control facilities.
Additionally, use the phonetic equivalents for single
letters and to spell out groups of letters or difficult
words during adverse communications conditions.
(See TBL 4-2-2.)

EXAMPLE-
(Mach number) 1.5 Mach one point five
(Mach number) 0.64 Mach point six four
(Mach number) 0.7 Mach point seven

4-2-12. Time

a. FAA uses Coordinated Universal Time (UTC)
for all operations. The word "local" or the time zone
equivalent must be used to denote local when local
time is given during radio and telephone communications. The term "Zulu" may be used to denote UTC.

EXAMPLE-
0920 UTC zero niner two zero,
zero one two zero pacific or local,
or one twenty AM

b. To convert from Standard Time to Coordinated
Universal Time:

TBL 4-2-3Standard Time to Coordinated Universal Time

Eastern Standard Time

Central Standard Time

Mountain Standard Time

Pacific Standard Time

Alaska Standard Time

Hawaii Standard Time

Add 5 hours

Add 6 hours

Add 7 hours

Add 8 hours

Add 9 hours

Add 10 hours

NOTE-
For daylight time, subtract 1 hour.

c. A reference may be made to local daylight or
standard time utilizing the 24-hour clock system. The
hour is indicated by the first two figures and the
minutes by the last two figures.

EXAMPLE-
0000 zero zero zero zero
0920 zero niner two zero

d. Time may be stated in minutes only
(two figures) in radiotelephone communications
when no misunderstanding is likely to occur.

e. Current time in use at a station is stated in the
nearest quarter minute in order that pilots may use this
information for time checks. Fractions of a quarter
minute less than 8 seconds are stated as the preceding
quarter minute; fractions of a quarter minute of
8 seconds or more are stated as the succeeding quarter
minute.

EXAMPLE-
0929:05 time, zero niner two niner
0929:10 time, zero niner two niner and
one-quarter

4-2-13. Communications with Tower when
Aircraft Transmitter or Receiver or Both are
Inoperative

a. Arriving Aircraft.

1. Receiver inoperative.

(a) If you have reason to believe your receiver
is inoperative, remain outside or above the Class D
surface area until the direction and flow of traffic has
been determined; then, advise the tower of your type
aircraft, position, altitude, intention to land, and
request that you be controlled with light signals.

(b) When you are approximately 3 to 5 miles
from the airport, advise the tower of your position and
join the airport traffic pattern. From this point on,
watch the tower for light signals. Thereafter, if a
complete pattern is made, transmit your position
downwind and/or turning base leg.

2. Transmitter inoperative. Remain outside
or above the Class D surface area until the direction
and flow of traffic has been determined; then, join the
airport traffic pattern. Monitor the primary local
control frequency as depicted on Sectional Charts for
landing or traffic information, and look for a light
signal which may be addressed to your aircraft.
During hours of daylight, acknowledge tower
transmissions or light signals by rocking your wings.
At night, acknowledge by blinking the landing or
navigation lights. To acknowledge tower transmissions during daylight hours, hovering helicopters will
turn in the direction of the controlling facility and
flash the landing light. While in flight, helicopters
should show their acknowledgement of receiving a
transmission by making shallow banks in opposite
directions. At night, helicopters will acknowledge
receipt of transmissions by flashing either the landing
or the search light.

3. Transmitter and receiver inoperative. Remain outside or above the Class D surface area
until the direction and flow of traffic has been
determined; then, join the airport traffic pattern and
maintain visual contact with the tower to receive light
signals. Acknowledge light signals as noted above.

b. Departing Aircraft. If you experience radio
failure prior to leaving the parking area, make every
effort to have the equipment repaired. If you are
unable to have the malfunction repaired, call the
tower by telephone and request authorization to
depart without two‐way radio communications. If
tower authorization is granted, you will be given
departure information and requested to monitor the
tower frequency or watch for light signals as
appropriate. During daylight hours, acknowledge
tower transmissions or light signals by moving the
ailerons or rudder. At night, acknowledge by blinking
the landing or navigation lights. If radio malfunction
occurs after departing the parking area, watch the
tower for light signals or monitor tower frequency.

REFERENCE-
14 CFR Section 91.125 and 14 CFR Section 91.129.

4-2-14. Communications for VFR Flights

a. FSSs and Supplemental Weather Service
Locations (SWSLs) are allocated frequencies for
different functions; for example, 122.0 MHz is
assigned as the En Route Flight Advisory Service
frequency at selected FSSs. In addition, certain FSSs
provide Local Airport Advisory on 123.6 MHz or
other frequencies which can be found in the A/FD. If
you are in doubt as to what frequency to use,
122.2 MHz is assigned to the majority of FSSs as a
common en route simplex frequency.

NOTE-
In order to expedite communications, state the frequency
being used and the aircraft location during initial callup.

EXAMPLE-
Dayton radio, November One Two Three Four Five on one
two two point two, over Springfield V-O-R, over.

b. Certain VOR voice channels are being utilized
for recorded broadcasts; i.e., ATIS, HIWAS, etc.
These services and appropriate frequencies are listed
in the A/FD. On VFR flights, pilots are urged to
monitor these frequencies. When in contact with a
control facility, notify the controller if you plan to
leave the frequency to monitor these broadcasts.